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August 10, 2015

On 27 June 2015, the U.S. Navy launched its final EA‑6B Prowler sortie from NAS Whidbey Island, Washington. This seemingly routine hop closed the book on what has been 44 years of operational success and pride. Dating back to the Vietnam War, and as recently as late 2014, Navy Prowlers proved themselves, taking the fight to the enemy. Whether target sets included surface‑to‑air missile (SAM) sites or terrorist early warning networks, Prowler aircrew and maintainers met their challenges with a “can do” spirit that embodied the best of American resolve and innovation. When BuNo 163890 reported “safe on deck” for the final time, it closed a chapter of Naval Aviation history.

From the Beginning

While carrier‑based electronic warfare dates to World War II, it wasn’t until the Vietnam War that electronic attack (EA) as a singular and dedicated mission came into its own. Faced with an ever‑improving North Vietnamese air defense network, American military authorities recognized the need for dedicated platforms capable of disrupting and denying radars responsible for guiding lethal anti‑air missiles and targeting artillery rounds. Having just transitioned to the EKA‑3B, an electronic warfare‑modified version of the A‑3B Skywarrior (more affectionately known as the Whale), the NAS Alameda‑based VAW‑13 Zappers made their first deployment to Southeast Asia in 1967. Later, VAW‑13 would be split into six separate squadrons, designated VAQ‑130 through ‑135. Simultaneously, the U.S. Marine Corps began testing and flying a modified version of the A‑6 Intruder named the EA‑6A. The A‑6 and EA‑6A lineage would eventually lead to the development of the four‑seat EA‑6B Prowler.

On 25 May 1968, Grumman Aircraft Company flew the first EA‑6B. This test platform, known as M‑1, was a modified and elongated A‑6 air‑ frame. The first “from scratch” Prowler was delivered to VAQ‑129 Vikings at NAS Whidbey Island 29 January 1971. The union between EA and the Pacific Northwest was forged. By the end of the year, VAQ‑132 Scorpions arrived NAS Whidbey Island from NAS Alameda to begin accepting air‑ craft and training for the EA‑6B’s maiden combat deployment. By the end of 1974, VAQ‑130, ‑131, ‑133, ‑134 and ‑135 joined the Scorpions at Whidbey and successfully transitioned from Whales to Prowlers.

On 5 June 1972, VAQ‑132 departed the East Coast as part of CVW‑8 on board USS America (CVA‑66). A short time later, VAQ‑131 Lancers deployed with CVW‑14 on board Enterprise (CVAN‑65). With both carrier groups in place, Operation Linebacker II in the Vietnam War began in December. Less than two years after initial acceptance, Prowlers flew more than 700 combat sorties in the skies over Vietnam and recorded their first flight logbook pages of “green ink.”

Post-Vietnam Development and Deployment

Despite the draw‑down of combat operations following the Vietnam War, the EA community remained extremely active. The VAQ‑136 Gauntlets and VAQ‑137 Rooks stood up as the first new Prowler squadrons (i.e., not previous EKA‑3B squadrons) in 1974. Notable aircraft upgrades came in the form of the Expanded Capability (EXCAP) and subsequent Improved Capability (ICAP) suites. VAQ‑135 Black Ravens were the first to deploy with ICAP aircraft in 1977. That same year, the Marine Corps transitioned from the EA‑6A Intruder to the EA‑6B Prowler, with the VMAQ‑2 Playboys leading the way at MCAS Cherry Point. In February 1980, the VAQ‑136 Gauntlets made a permanent homeport change to Naval Air Facility Atsugi, Japan. The Gauntlets served with CVW‑5 as the only permanently forward‑deployed Prowler squadron until their return to Whidbey in early 2012.

Of note, the Navy initially purchased only 50 Prowlers. However, with the successes and operational impacts achieved in the community’s first decade, a different course was set that eventually led to 170 Prowlers. The increased plan led to the establishment of VAQ‑138 (1976) through VAQ‑142 (1988).

The 1980s saw Prowlers deployed across the globe supporting routine presence and deterrence missions, as well as crisis response strike missions. Prowler squadrons provided increasingly sought‑after services to improve aircraft survivability and strike lethality across the Mediterranean Sea, in Lebanon and Libya, as well as the Persian Gulf. In April 1986, VAQ‑135, ‑137, ‑138, and a detachment from USMC VMAQ‑2 proved invaluable in cooperatively suppressing Libya’s robust air‑defense network, comprising surface‑to‑air (SA)‑2, SA‑3, SA‑6, SA‑8 and long‑range SA‑5 missile systems. This conflict also marked the first employment of the AGM‑88 High‑speed Anti‑Radiation Missile (HARM) that would soon become another arrow in the Prowler’s quiver. It was a testament to the Prowler crews’ professionalism, bravery and skill.

Operations Desert Shield, Desert Storm and Desert Fox

Following the Iraqi invasion of Kuwait in 1990, American forces massed in the Persian Gulf region as part of Operation Desert Shield, and later Operation Desert Storm. This deployment included VAQs 130, 131, 132, 136, 137 and 141 as well as shore‑based Marine Prowlers from VMAQ‑2. The lengthy build‑up and march toward war allowed squadrons to fine‑tune and adapt existing tactics to best counter the Iraqi air defense network.

Before sunrise 17 January 1991, dozens of Prowlers unleashed a torrent of jamming and HARM to support U.S. Air Force F‑117 strikes aimed at crippling the Iraqi command and control structure. Official Navy reports claim that 80 percent of HARM fired in the initial attack came from USN aircraft. The central nodes of the Iraqi air defense network were dismantled within the first hours of war. For the remainder of the campaign, Prowler crews focused their efforts against point‑defense SAMs that resorted to “firing blind” due to Prowler jamming effectiveness. Desert Storm marked the first time (but certainly not the last) that Prowlers became mission “go/no go” factors. Strike pilots who watched SAMs wander off into non‑threatening trajectories quickly realized who and what to thank for their safety!

The 1991 version of the Iraqi air‑defense network was the most sophisticated array the Prowler had faced to date, and yet in a matter of hours the network was neutralized. Years of research and investment in EA capability had paid off not only for the Navy, but for the entire Joint air warfare enterprise —and the work wasn’t done. Following the March 1991 cease‑fire, coalition partners began to enforce a southern no‑fly zone to protect certain elements of the Iraqi civilian population. This effort was eventually branded Operation Southern Watch (OSW).

In 1995 the USAF chose to retire the EF‑111 Raven, based on Department of Defense’s (DoD) analysis of the effectiveness of the EA‑6B during Desert Storm, leaving the Prowler as the only tactical electronic attack platform in the DoD inventory.

With the U.S. Air Force out of the jamming business, the Navy agreed to increase its number of shore‑based deployments in direct support of USAF operations. In exchange, the Air Force agreed to provide crews to fly EA‑6Bs. This agreement led to what came to be known as “expeditionary squadrons.”

Now officially deemed a “low density/high demand” asset, the Prowler’s workload increased again with the initiation of Operation Northern Watch (ONW) in 1997. Whidbey‑based VAQ squadrons racked up an incredibly high operations tempo (OpTempo) flying OSW and ONW missions, supporting strike aircraft during United Nations efforts. By the time direct support strike missions resumed in 1998 with Operation Desert Fox, Commander, Electronic Attack Wing, Pacific (COMVAQWINGPAC) provided four expeditionary squadrons: VAQ‑128, ‑133, ‑134, and ‑142, all of which deployed to air bases in Saudi Arabia and Turkey.

Allied Force and Converting Final Doubters

Beginning with Operation Deliberate Force, which led to Operation Allied Force in 1999, the Prowler and its crews were once again called upon to underwrite the lives of fellow American and coalition airmen. Due to the requirement for jamming, COMVAQWINGPAC developed a plan that kept a minimum of four Prowlers airborne, 24 hours a day, for nearly three months. In order to accomplish this task, Prowlers (operating from Aviano Air Base, Italy) including VAQ‑134 Garudas VAQ‑140 Patriots, VAQ‑138 Yellow Jackets, VAQ‑142 Gray Wolves, VAQ‑141 Shadowhawks and Reserves from the VAQ‑209 Star Warriors, adopted a circular pattern of eat, plan, brief, fly, sleep, repeat. Demonstrating “all hands on deck” community involvement, augmented by crews from VAQ‑129 (the Fleet Readiness Squadron) and the Electronic Attack Weapons School deployed to provide additional support. By the end of the campaign, no other aircraft had flown as many sorties as the Prowler.

Serbian air defense system operators were a savvy and courageous foe, and because of their chosen tactics, they took high quality SAM shots against allied aircraft — but in the end, the results were familiar. As was the case eight years prior in the skies over Iraq, strike pilots frequently observed SAMs fail to track (or lose track). The reason rested in the Grumman EA‑6B aircraft from Bethpage, New York. One threat in particular, the SA‑6 Gainful missile system, was protected by the EA‑6B’s aircraft mission systems.

Post 9/11 Operations

On 11 September 2001, the VAQ‑141 Shadowhawks were on their way home from participating in the Southern Watch no‑fly zone when the strike group was immediately rerouted to the North Arabian Sea for a mission whose details were still being fleshed out. One of the biggest questions for air wing planners centered on what, if any, former Soviet air defense systems had been left in Afghanistan. If so, were any operational? As it turned out, the threat from SAMs was minimal, so the primary focus shifted to communications jamming. The VAQ‑137 Rooks arrived in theater a few weeks later and brought with them a new technology, night vision goggles (NVGs) that changed the way the community deployed and fought. These situational awareness building tools would prove critical when the Rooks sent Prowlers ashore where aircrew would begin to operate from austere airfields in Afghanistan.

With the majority of U.S. war‑making efforts focused on Iraq by March 2003, Prowlers were once again in high demand. The much vaunted Iraqi “super missile engagement zone” surrounding Baghdad proved to be no match for EA‑6B crews flying from the Gulf, Eastern Mediterranean and various regional expeditionary airfields. Coordinating with national strategic assets, Prowler crews participated in strikes against some of the most heavily defended targets of the war. Jamming early warning and acquisition radars had been the bread and butter of carrier‑based tactical electronic attack for nearly 30 years, but everything changed as conditions within Iraq continued to deteriorate.

By 2005 there were very few aviators, Naval or otherwise, who didn’t recognize and appreciate the value of flying with a Prowler nearby.

Through insightful and innovative work by professionals at the Johns Hopkins University Applied Physics Laboratory, the Electronic Warfare Database Support command at NAS Point Mugu and the Whidbey‑based Electronic Attack Weapons School, Prowler crews adapted their Tactics, Techniques and Procedures to a new threat target set and were able to provide direct support for coalition ground troops in the form of radio‑controlled improvised electronic devices (IED) suppression. New transmitters were designed and fielded specifically to counter this emergent and surprisingly low‑tech, yet extremely lethal enemy threat. Within months of introducing this capability, Prowler aircrew provided ground commanders real‑time data in Afghanistan to coordinate movement of convoys along ground routes. A variation of this capability was employed against enemy targets in Iraq with similar success.

The protection offered to friendly ground forces was in high demand, and the resultant community OpTempo was high. Therefore, Navy Reserve Prowler Squadron, VAQ‑209 Star Warriors, were called to complete four deployments to Afghanistan and one to Al Asad Air Base, Iraq. Expeditionary squadrons were on a six‑month on/six‑month off deployment cycle with gaps in EA‑6B coverage being filled by split site operations from deployed carriers and gap fills from nondeployed carrier air wing Prowler squadrons during turnaround.

Counter‑IED missions made up a large portion of Prowler tasking in the years following 9/11, but other equally important tasks included support of high visibility special operations missions and the denial of enemy communication networks. In fall 2014, the VAQ‑134 Garudas completed the final Prowler deployment from the deck of George H.W. Bush (CVN‑77). Despite flying some of the oldest aircraft in the air wing, Garudas EA‑6B Prowlers remained one of the most sought after airborne assets in theater.

The Legacy

For 44 years the Prowler community answered the call, as a member of the Naval Aviation enterprise. Operating with some of the oldest aircraft in the Naval inventory was never a crutch, rather, the quirks and nuances of maintaining these aircraft only served to demonstrate the Sailors’ outstanding dedication and true professionalism. Refusing to allow the shadowy nature of their mission to obscure their relevance within a larger Joint warfighting mission, Prowler aircrew, maintainers and support personnel routinely thought beyond the possible and worked tirelessly to provide innovative and successful answers to enemy threats. Attack, strike fighter and convoy commanders invariably included an EA‑6B Prowler on high threat missions, validating mission success.

To fully appreciate and understand the Prowler’s legacy to Naval Aviation, one must look beyond operational histories and sortie counts. Statistics read well, but the real account of a community’s success is measured by its people, relationships and the kind of enduring bonds that transcend individual accolades. From triumphant fly‑ins and homecomings to somber memorial services and eulogies, the Prowler community looked inward for strength and resilience.

As the venerable Prowler yields it place on the flight line to the EA‑18G Growler, this strong community identity will continue to benefit not only the Navy, but also the nation. There is a story of a former Commander in Chief who, after being briefed on an emergent crisis, asked, “Where are the carriers?” It’s likely that those actually tasked with carrying out the nation’s bidding followed the President’s query with another question, “Where are the Prowlers?”

Farewell

On 14 November 2014 the VAQ‑134 Garudas catapulted from USS George H.W.

Bush (CVN‑77) (GHWB) for the last time in the EA‑6B Prowler, a legendary electronic warfare platform that has served the U.S. for more than 44 years. Happy to be home at NAS Whidbey Island and proud to have flown the Prowler in its last deployment, the squadron had been deployed aboard the GHWB with Carrier Air Wing Eight for nine and a half months. The Garudas, in conjunction with U.S. Marine Corps Prowlers from VMAQ‑3 Moon Dogs, flew electronic warfare mission in the opening months of Operation Inherent Resolve and conducted missions on the first day of strikes into Syria against IS militants. The Garudas return marked the end of the last U.S. Navy EA‑6B aircraft carrier deployment, but the Prowler will continue to serve the USMC until 2019.

September 06, 2014

A symposium would really be nothing more than a bunch of folks gathering at a church picnic with grandma’s Iced Tea and fly challenged potato salad on display… without the Sponsor and the Vendors to capture your attention.

The vendors are here for a couple of reasons, oh sure this is a target rich environment for their wares (post hangover meds would be a strong contender for prime vendor…) but this also provides established vendors an opportunity to identify the upcoming needs of the navy, and adjust their offerings accordingly.

Our Kathy Schmoldt has been at it again, firing photos of all the sights (and yes even some of the sounds) of Tailhook. Below is her collection this year’s Vendors and Sponsors.

July 25, 2013

He is in the process of chopping an article to appear in “Hook” and for the Naval Aviation Museum in P’cola on the history of JOPA-Mobiles, y’know, the squadron get around cars. And he asked me to ask y’all for some assistance. Happy to oblige.

JC,

Here is a picture of the VAQ-134 JOPAmobile, now on permanent display in the museum in Pensacola. I am working on a JOPAmobile story for Hook and owe the museum a background on squadron cars throughout Naval Aviation so they can develop story boards for the display. I was hoping you could post the photo and ask folks to send any squadron car photos/stories to my Tailhook email account: tmurph@tailhook.net.

V/R,

Tmurf

Please partake… this is a great part of Naval Aviation history and is a wonderful catalyst for more “There we were…” stories. Not all great aviation tales have to be set in the cockpit.

December 01, 2012

Today marks the formal conclusion of a vaunted ship’s faithful career. In Traditional Naval Ceremony the crew of USS Enterprise CVN-65 and distinguished guests inactivated the “Big E”. In what began with Carrier Strike Group Commander Rear Admiral Ted Carter’s Flag being lowered from the yardarm and concluded with the crew disembarking the long serving Enterprise was allowed to rest.

51 years is becoming less and less a significantly long time in the annals of history, however, for an aircraft carrier to serve 51 years not just partaking in ‘History’s Timeline’ but in many cases, making it, is nothing short of miraculous. Enterprise was not simply a Ship of the Fleet, she was the icon represented all that America stands for, Liberty, Freedom, Teamwork, Ingenuity, Technology, Tactics, and Accomplishment, all tolled made up the ship we knew as Enterprise.

Many of us in the Navy community watched today as we bid farewell to this historical vessel concerned that this may be the end of an era. The Navy is a service, more than any other, founded on tradition. From flying the Navy Jack to rendering honors as ships pass, our foundation, our keystone is Honor, Courage and Tradition. A ship named Enterprise, with rare exception, has always been in our fleet, and since 1938 that name has applied to the Navy’s most impressive Ship of the Line the Aircraft Carrier. In 1938 the USS Enterprise CV-6 was commissioned and served our country like no other, earning 20 Battle Stars in her WWII service. Establishing the name “Enterprise” forever in our lexicon.

In 1961, the United States commissioned a new Enterprise (CVN-65). She was like no other. She was to represent the latest and greatest technical achievements of the United States of America. Initially, the largest ship in the world (and up to her inactivation today still the longest in the US Fleet) and as we all are aware, the first Nuclear Powered Aircraft Carrier. (It is interesting that because of this propulsion system, Enterprise was not to be “Decommissioned” this day, as she cannot while still “percolating”, rather she was “Inactivated” functionally removing her from the Line.)

For 100s of thousands of sailors who served on her, and 10s of thousands of aviators who flew from her deck, bidding farewell to this great ship was a emotional milestone, regenerating countless memories of adventure, challenge, and honor. Memories of missions, and liberties… of drudgery and pride, and especially of family and shipmates! She will be missed.

Many of us in the Navy Community were concerned that with today’s inactivation, there would no longer be an Enterprise. To our great satisfaction our concerns were alleviated today… for along with tributary commentary of CVN-65’s impressive service history, we were informed by none other than the Secretary of the Navy that the name Enterprise would be carried forward! Confirming that the new Ford Class Nuclear Carrier, CVN-80 will indeed be commissioned “USS Enterprise”.

So this day, we bid farewell to a great ship served by great crews “USS Enterprise” (CVN-65) and hail the future of the US Navy, “USS Enterprise” (CVN-80). Boson… Ring the Bell!

October 18, 2012

This post comes courtesy of the 2011 Honorary Tailhookers of the Year, Kathy and Hans Schmoldt (written by Kathy). Every few years we Colorado Tailhookers gather on the Western Slope of Colorado for the Grand Junction Airshow. But honestly, I think the majority of us are there for “The Cattle Baron’s BBQ” (or ‘barren’ as Kathy puts it, cuz there ain’t no cattle on this ranch!) and Tailhook Party! This past gathering was one of the best, with attendance more focused on Tailhookers and the flight crews who performed at the show that weekend. There will be more stories to tell, besides this one, and I promise to get around to it soon… but for now Kathy owns this writing…

_____________________________

Because there was so much going on during the weekend of The Grand Junction Air Show, and because there is so much information associated with this particular post, I wanted to spend ample time 'covering this story.'

It spans two generations of heroes. You will want to at least scroll to the last part of this post to make the connection between two of these heroes.

It all began at the banquet on Thursday night when the Hansman [Hans Schmoldt], also known as "Big Gun" by some, met and invited a young man from Marine Medium Tiltrotor Squadron 166 (VMM-166) to our Cattle "Barren" parties on Friday and Saturday nights.

Well, to our pleasure, THEY!!! showed up. Pretty much the whole Det!

These are just a few of the Sea Elks . . . more to come !

For those of you who want to know more about this group, Marine Medium Tiltrotor Squadron 166 (VMM-166), CLICK HERE.

Now, for just a moment, let's visit one of the many static displays at the air show.

One of probably the most dominating displays was the VMM-166’s V-22 Osprey Tilt Rotor Aircraft.

As you can see by the crowd, it was also one of the most popular displays.

Hans and I were lucky enough to be given a personal tour of this magnificent bird . . .

. . . by Captain Eileen "Edna" Donovan. (Remember her name !)

Once we left the Osprey, I snapped these two shots . . .

. . . which do not do the Osprey justice.

Unless you've stood beside this magnificent machine, there is no way to appreciate the enormity of it.

Now, back to the party . . .

The Sea Elks were everywhere and kind enough to pose no less than 50 times with other guests.

Now, back to Captain Donovan . . .

. . . she is a sharp-shooter . . .

. . . a two-stepper . . .

. . . and, she's pretty handy with a bull whip. Unfortunately, I didn't capture that one with my camera, but just believe me, she knew how to use it.

Anytime we host a party, it's always difficult to visit with everyone and hear their stories.

As in this case, Hans and I learned about this story several weeks after the party !

Photo was taken at a fire base several clicks north of Thong Duc on the western end of Charlie Ridge known as LZ Pike. The hydraulic line being held is the one that was shot out resulting in the loss of both the auxiliary and #2 hydraulic boost systems. The crimp in the line was only the size of a clipped finger nail, but at that amount of pressure the entire aircraft and crew was covered with hydraulic fluid.

Yes, that young lady who graced us with her presence is carrying-on her father's tradition of serving our great country.

Who knew ?

We were certainly surrounded by many heroes at our parties and are always honored to have them at our house.

This is just ONE of those stories.

I leave you with the words of Colonel Charles J. "Chic" Schoener USMC (Retired)

"Pat Donovan without doubt received more decorations ( in regard to precedence level), as a Purple Fox, than any other Marine who served with HMM-364. Not only that, Pat is probably one of (if not) the most decorated (precedence level) combat Marine pilot to come from the Vietnam era. While few Marines (air/ground) were recognized for their acts of individual heroism with the award of the CMH, the Navy Cross, the Silver Star or the DFC, Pat's multiple awards for his numerous act of heroism, taken in totality, is absolutely historic and should be recognized as such."

Pat Donovan's Humble Answer to Colonel Schoener's Remarks

I accept and hold in trust the praise of my Squadron mates and those Marines whom we helped while under night attack in the mountains north of the Nam O Bridge in Quang Nam (Feb 22), under attack in an open rice paddy northwest of Liberty Bridge in Quang Nam (April 21), engaged in combat with a large North Vietnamese Army force near the village of My Hiep (3) (May 9), under mortar attack on the island near Hoi An (Mar 17), and the lone Lt. with red hair who led the attack off our ramp into a fire fight, the same one we came back for, re-entered the zone and grabbed out of the fire fight near An Hoa (April 28).

By my count on every mission we were a team of pilot, copilot, crew chief, two gunners at each .50 cal, and the Navy Medic, or in the case of Doc Linkous, a Navy Doctor on board, not to overlook the maintenance crew that constantly went without rest to keep the aircraft "up". We were and are a Marine Air-Ground team linked by oath and blood to those on the ground we serve. We all achieved the missions and we all respect the memory of our Squadron mates and Marines on board who paid for the lives of their fellow Marines with their own.

And we all did this under the guidance and inspiration of a gentleman named Gene, whom we roast in song and toast in admiration.

All the best to all Purple Foxes and those we serve.

Semper Fi,

Pat

The Ospreys entertained us with a couple of fly bys the day they flew out of Grand Junction.

The first one went right over the top of our house.

In both videos, objects are much closer than they appear.

The second Osprey headed directly over the house and goes out of sight above The Colorado National Monument.

September 24, 2012

This past weekend we Colorado Tailhookers flocked to the Western Slope of our great state to watch and partake in the Grand Junction Airshow and then later marshal at NAS GJT (Hans and Kathy Schmoldt’s Ranch) for proper socializing and liquid refreshment.

It’s going to take me a few articles to address all of the stories from the weekend. But some highlights will include:

Sharing history Original Blue Angel member Al Taddeo

His reunion with WWII Night Fighter off the Enterprise, Bob Benson

Marine POW, Bill Angus

Royal Canadian Navy Aviator Bryan Hayter and memories of his TBM

The Mad Hatter of Grand Junction! Hans Big Guns Schmoldt!

Live music by “JD Hoag” of “The Ventures” and Marty Robbens fame!

And don’t leave your camera gear out when the “Winds of September” come early, or why seeing the cans of a Super Hornet up close is a bad thing!

But to kick things off here’s a taste of some of the Grand Junction Airshow!

September 11, 2010

Your Humble Scribe cannot be at this year’s Tailhook Symposium and reunion in Reno, but not to fear! I have recruited a couple of stalwarts in the Tailhook Community to help me out, Hans and Kathy Schmoldt!

I just received a couple of “Images from the Front Lines” that I am glad to pass on to our faithful readers. (Fair warning many of these images and comments are being transmitted direct from Han’s iPhone thus the details surrounding them are limited at best.)

Below is the award presented to NFO of the Year LCDR David Rueter (and I assume Hizzoner himself). Lemme guess, call sign “Roto”?

Hans then pinged me with another quick brief regarding the awarding of the most “Straight Deck” landings (440) to Diz Laird pictured here with Hans. Diz Laird has the singular distinction of having shot down not only Japanese but German aircraft in WW II.

Additionally Hans forwarded a few of our resident Colorado Ready Room Members Bad Bart, and Spook!

Also included on the recon dump are images of Bartlesville's Silver Star recipient Bru and his two employees.

Thank you Hans and Kathy!!!

Keep those images and stories coming in! And if you too wish to contribute please forward your tales and images directly to me at carmichaelj@comcast.net

June 04, 2010

I saw this photo over at Pinch Paisley’s Facebook page and thought many of our readers would appreciate a quick trip down memory lane. Pinch graciously allowed me to snipe it. Photographer’s own caption to this great “nostalgic image” is:

“There was a reason they called the F-14 a ‘flying tennis court’”.

What’s your caption? (submit in comments below).

Also if you would like to have one of your images posted here on TDB, please send it to me,, or send me a link to it (if you already have it posted on the internet in a gallery somewhere) I’ll be glad to convey the 1,000 word stories of our history. Just contact me at carmichaelj@comcast.net .

No kidding, it outlines a number of best (?) recommendations on how to conquer one of our boys in white with passages like,

There's just something about one of these military men that's so
appealing. They're usually young, in shape, clean, neat, and, most
importantly, shipping out in a few days. This is not the man you're
going to marry, just a fun little fling. He's a knight that comes in his
own shining armor. In fact, that all-white get-up is so shining, it's
often blinding, making one sailor hard to tell from the next. And that's
fine. You don't need to be picky. Just about any sailor will do.

Uh... "Will do" what?

Be a Lady: We hate to break it to the gay guys, but
most of the sailors are going to be of the heterosexual persuasion. It's
still kind of against the rules for gay men to serve openly and it's
just the law of averages that the majority will be hunting for lady tail
(and for those that are heteroflexible, they've been beating off with
bunk mates for months, so it's time to flex their hetero muscles). Yes,
the ladies definitely make out in this equation. For the single sailor
who has been out at sea without a real live woman to look at for months,
it's going to be like a starving man at an all-you-can-eat buffet.
Basically all you have to do is show up with the right parts and you
should be good.

And that is the tip of the Iceberg, the rest is entertaining reading if nothing else... Personally I think she is working too hard at this... usually DRINK + GIRL works just fine no?